Vehicle-mounted central control screen adjusting mechanism and integrated system

Abstract

The utility model relates to the field of vehicle-mounted central control screen, more specifically, relate to a kind of vehicle-mounted central control screen adjusting mechanism and integrated system, including support bracket, screen support and with the drive assembly of support bracket connection, drive assembly includes two linear transmission parts, the output of two linear transmission parts is respectively connected through first universal connecting piece and second universal connecting piece with screen support, screen support is connected with support bracket through third universal connecting piece, third universal connecting piece is cross axle universal joint, first universal connecting piece, second universal connecting piece and third universal connecting piece between triangular distribution. Screen support is driven to realize pitch adjustment and left and right adjustment by two linear transmission parts, improve flexibility, third universal connecting piece adopts cross axle universal joint, can bear greater torque, stability is better, screen support is connected directly with support bracket through third universal connecting piece, improves stability and pressure capacity.

Description

Technical Field

[0001] This utility model relates to the field of vehicle central control screens, and more specifically, to a vehicle central control screen adjustment mechanism and integrated system. Background Technology

[0002] The in-vehicle central control screen typically refers to the electronic display and control device installed in the center of the car's dashboard, between the driver and the front passenger. It integrates multiple functions such as infotainment, vehicle control, communication, navigation, and network services, and is a key interactive node connecting the driver, passengers, vehicle, and the outside world.

[0003] Adjustable central control screen can effectively improve the driving experience and safety. Drivers can flexibly adjust the screen according to their height and sitting posture. The comfortable viewing angle can help drivers obtain information faster and reduce distraction. It can also avoid glare or visual fatigue, bring greater flexibility to the interior space layout, create a technologically advanced and humanized welcoming interactive experience, and enhance the vehicle's luxury attributes and human-computer interaction warmth.

[0004] Existing adjustable in-vehicle central control screens have both independent rotation and independent left-right tilting modes, but there is a lack of central control screen products that integrate left-right tilting and up-down tilting adjustments. Utility Model Content

[0005] The purpose of this invention is to overcome the problem that existing in-vehicle central control screens cannot simultaneously achieve tilt and yaw adjustments, and to provide an in-vehicle central control screen adjustment mechanism and integrated system that can simultaneously achieve tilt and yaw adjustments of the in-vehicle screen, thereby improving flexibility.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: A vehicle-mounted central control screen adjustment mechanism is provided, including a support bracket, a screen bracket, and a drive assembly connected to the support bracket. The drive assembly includes two linear transmission components, the output ends of which are respectively connected to the screen bracket via a first universal joint and a second universal joint. The screen bracket is connected to the support bracket via a third universal joint, which is a cross-shaped universal joint. The first universal joint, the second universal joint, and the third universal joint are arranged in a triangular pattern.

[0007] This utility model discloses a vehicle-mounted central control screen adjustment mechanism. A support bracket is connected to the vehicle bracket to provide support for the entire mechanism. The screen bracket is used to install the central control screen. A third universal joint is connected to the support bracket. A drive component is used to drive two linear transmission components to move. The two linear transmission components are controlled independently. Two thrust points and one fulcrum are formed on the screen bracket, which are triangularly distributed. With the third universal joint as the rotation fulcrum, the screen bracket is driven to rotate through the cooperation of the two linear transmission components. The two linear transmission components extend or shorten by a certain distance, applying deflection forces in different directions to the screen bracket. With the third universal joint as the fulcrum, the central control screen can realize pitch adjustment, left and right adjustment, and the above two combined movements, so that the central control screen can be adjusted to a position suitable for the driver, improving flexibility.

[0008] Compared to the solution using three linear drive components, this mechanism only uses two linear drive components to achieve the tilt and lateral adjustment of the central control screen, which can effectively reduce costs and the space occupied by the mechanism. Using the third universal joint as the fulcrum for deflection, it needs to withstand greater torque. Therefore, the third universal joint adopts a cross shaft universal joint, which can bear greater torque and has better stability. The screen bracket and the support bracket are directly connected through the third universal joint, which improves stability and pressure resistance.

[0009] Furthermore, the third universal joint includes a first hinge portion connected to the support bracket and a second hinge portion hinged to the first hinge portion. The second hinge portion is hinged to the screen bracket. The rotation axis of the first hinge portion is perpendicular to the rotation axis of the second hinge portion. Damping material is provided at the hinge joint between the first and second hinge portions, and damping material is also provided at the hinge joint between the second hinge portion and the screen bracket. The damping material ensures that the rotation of the third universal joint is smooth, unobstructed, and free from wobbling.

[0010] Furthermore, it also includes a locking member, to which the first hinge portion is threadedly connected, and the locking member is used to fix the first hinge portion onto the support bracket. By disassembling the locking member, the third universal joint can be easily removed, facilitating subsequent maintenance and repair.

[0011] Furthermore, the first and second universal joints are both located on the same horizontal plane, and are symmetrically distributed based on the vertical plane containing the vertical centerline of the third universal joint. When the two linear actuators extend or retract at equal distances, the tilt adjustment of the central control screen can be achieved; when one linear actuator extends and the other shortens, the left or right tilt of the central control screen can be achieved.

[0012] Furthermore, the lines connecting the first universal joint, the second universal joint, and the third universal joint form an equilateral triangle. Maintaining a suitable distance between the two thrust points and the fulcrum keeps the stroke of the linear transmission component within a suitable range while ensuring the stability of the deflection.

[0013] Furthermore, both the first and second universal joints are ball-cage universal joints. The ball joint's ball head is connected to the output end of the linear drive component, and the ball socket of the ball-cage universal joint is disposed on the screen bracket. Ball-cage universal joints have high transmission efficiency and high transmission accuracy, making them suitable for connection with linear drive components.

[0014] Furthermore, the drive assembly also includes two drive components connected to the support bracket and two sets of gear assemblies, wherein the drive components are connected to the linear transmission component via the gear assemblies.

[0015] Furthermore, the linear transmission component is a lead screw and nut mechanism. The lead screw and nut mechanism offers high transmission accuracy.

[0016] An in-vehicle central control screen integration system includes a central control screen and the aforementioned in-vehicle central control screen adjustment mechanism, wherein the central control screen is mounted on the screen bracket.

[0017] Furthermore, the length of the central control screen is 250mm-350mm, the width of the central control screen is 110mm-160mm, and the distance between the first universal connector and the second universal connector is 50mm-70mm.

[0018] Compared with the prior art, the beneficial effects of this utility model are: 1. The screen bracket is driven by two linear drive components to achieve tilt and lateral adjustment, improving flexibility. Compared with the solution using three linear drive components, only two linear drive components are used to achieve the tilt and lateral adjustment of the central control screen, which can effectively reduce costs and reduce the space occupied by the mechanism. The third universal joint adopts a cross shaft universal joint, which can bear greater torque and has better stability. The screen bracket and the support bracket are directly connected through the third universal joint, which improves stability and pressure resistance. 2. Damping material is provided at the hinge joints of the first and second hinge joints, as well as at the hinge joint between the second hinge joint and the screen bracket, to ensure that the rotation of the third universal connector is smooth and unobstructed without any shaking. 3. The first hinge and the support bracket are connected by a locking device, which makes it easy to disassemble the third universal connector for subsequent maintenance and repair. 4. The lines connecting the first universal joint, the second universal joint, and the third universal joint form an equilateral triangle, which keeps the stroke of the linear transmission component within a suitable range and ensures the stability of the deflection. Attached Figure Description

[0019] Figure 1 A schematic diagram of the structure of an in-vehicle central control screen adjustment mechanism; Figure 2 for Figure 1 A magnified view of a portion of position A; Figure 3 This is a schematic diagram showing the positional relationship between the first universal joint, the second universal joint, and the third universal joint; Figure 4 This is a schematic diagram of the drive component. Figure 5 This is a schematic diagram of the gear assembly. Figure 6 This is a schematic diagram of the structure of an in-vehicle central control screen integrated system.

[0020] In the attached diagram: 100, support bracket; 200, screen bracket; 300, drive assembly; 310, drive component; 320, gear assembly; 321, first gear; 322, second gear; 323, third gear; 324, fourth gear; 325, fifth gear; 326, sixth gear; 330, linear transmission component; 331, lead screw; 332, nut; 333, push rod; 400, first universal joint connector; 500, second universal joint connector; 600, third universal joint connector; 610, first hinge; 620, second hinge; 630, damping material; 700, locking component; 800, central control screen. Detailed Implementation

[0021] The present invention will be further described below with reference to specific embodiments. The accompanying drawings are for illustrative purposes only, representing schematic diagrams rather than actual physical objects, and should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0022] In the accompanying drawings of this utility model, the same or similar reference numerals correspond to the same or similar components. In the description of this utility model, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting this patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0023] In this utility model, unless otherwise explicitly specified and limited, the terms "connection," "fixed," and "fitting" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0024] In the description of this specification, references to terms such as "embodiment" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0025] Example 1 This embodiment is a first embodiment of an in-vehicle central control screen adjustment mechanism, such as... Figure 1As shown, the device includes a support bracket 100, a screen bracket 200, a locking member 700, and a drive assembly 300 connected to the support bracket 100. The drive assembly 300 includes two linear transmission members 330. The output ends of the two linear transmission members 330 are respectively connected to the screen bracket 200 through a first universal joint 400 and a second universal joint 500. In this embodiment, both the first universal joint 400 and the second universal joint 500 are ball joints. The ball head of the ball joint is connected to the output end of the linear transmission member 330, and the ball socket of the ball joint is disposed in the screen bracket 200. In addition, the first universal joint 400 and the second universal joint 500 can also be selected as a cross shaft universal joint, a ball fork universal joint, a three-pin universal joint, etc.

[0026] The screen bracket 200 and the support bracket 100 are connected by a third universal joint 600, which is a cross-shaped universal joint. Figure 2 As shown, the third universal connector 600 includes a first hinge portion 610 connected to the support bracket 100 and a second hinge portion 620 hinged to the first hinge portion 610. The second hinge portion 620 is hinged to the screen bracket 200. The rotation axis of the first hinge portion 610 is perpendicular to the rotation axis of the second hinge portion 620. Damping material 630 is provided at the hinge axis of the first hinge portion 610 and the second hinge portion 620. Damping material 630 is provided at the hinge axis between the second hinge portion 620 and the screen bracket 200. In this embodiment, the locking member 700 is a bolt. The first hinge portion 610 is threadedly connected to the locking member 700. The locking member 700 is used to fix the first hinge portion 610 to the support bracket 100.

[0027] like Figure 3 As shown, the first universal joint 400, the second universal joint 500, and the third universal joint 600 are arranged in a triangular pattern. The first universal joint 400 and the second universal joint 500 are both located on the same horizontal plane. The first universal joint 400 and the second universal joint 500 are symmetrically distributed based on the vertical plane where the vertical center line of the third universal joint 600 is located. The lines connecting the first universal joint 400, the second universal joint 500, and the third universal joint 600 form an equilateral triangle.

[0028] The working principle of this embodiment is as follows: This utility model discloses a vehicle-mounted central control screen adjustment mechanism. A support bracket 100 is connected to the vehicle bracket to provide support for the entire mechanism. A screen bracket 200 is used to mount the central control screen 800. A third universal connector 600 is connected to the support bracket 100. A drive assembly 300 is used to drive two linear transmission components 330 to move. The two linear transmission components 330 are individually controlled. Two thrust points and one fulcrum are formed on the screen bracket 200, arranged in a triangular distribution. The third universal connector 600 serves as the rotation fulcrum. The screen bracket 200 is driven to rotate through the cooperation of the two linear transmission components 330. When the two linear transmission components 330 are equidistant, their extension and retraction allow for pitch adjustment of the central control screen 800. When one linear transmission component 330 extends and the other shortens, the central control screen 800 can be tilted left and right. Furthermore, pitch adjustment and left and right tilting can be performed simultaneously to achieve compound motion.

[0029] The beneficial effects of this embodiment are as follows: Using the third universal joint 600 as a fulcrum, the central control screen 800 can achieve tilt adjustment, left and right adjustment, and a combination of both, allowing the central control screen 800 to be adjusted to a position suitable for the driver, improving flexibility. Compared to a solution using three linear transmission components 330, only two linear transmission components 330 are needed to achieve tilt and left and right adjustments for the central control screen 800, effectively reducing costs and minimizing the space occupied by the mechanism. The third universal joint 600 uses a cross-shaft universal joint, which can withstand greater torque and has better stability. The screen bracket 200 and the support bracket 100 are directly connected through the third universal joint 600, improving stability and load-bearing capacity. The damping material 630 ensures that the rotation of the third universal joint 600 is smooth, unobstructed, and wobble-free.

[0030] Example 2 This embodiment is a second embodiment of an in-vehicle central control screen adjustment mechanism. This embodiment is similar to the first embodiment, except that, as Figure 4 As shown, the drive assembly 300 also includes two drive components 310 connected to the support bracket 100 and two sets of gear assemblies 320. The drive components 310 are connected to the linear transmission component 330 via the gear assemblies 320. In this embodiment, the drive component 310 is a brushless motor, and the linear transmission component 330 is a lead screw and nut mechanism, such as... Figure 5As shown, the gear assembly 320 includes a first gear 321 fixedly connected to the output shaft of the drive member 310, a second gear 322 meshing with the first gear 321, a third gear 323 meshing with the second gear 322, and a fourth gear 324 meshing with the second gear 322. The lead screw and nut mechanism includes a lead screw 331 meshing with the fourth gear 324, a nut 332 threadedly connected to the lead screw 331, and a push rod 333 fixedly connected to the nut 332. The push rod 333 is slidably connected to the support bracket 100. The ball head of the first universal connector 400 and the ball head of the second universal connector 500 are respectively fixed to the two push rods 333.

[0031] The drive component 310 rotates forward or backward, driving the drive screw 331 to rotate via the gear assembly 320. The screw 331 is threadedly connected to the nut 332, and the rotation of the screw 331 will drive the push rod 333 to extend or retract.

[0032] In addition, such as Figure 5 As shown, the gear assembly 320 also includes a fifth gear 325 meshing with the fourth gear 324 and a sixth gear 326 meshing with the fifth gear 325. A sensor is provided at the sixth gear 326. The sensor can sense the number of rotations of the sixth gear 326 and transmit the signal to the central control system. The central control system integrates the signal and can calculate the extension distance of the push rod 333 to realize the control closed loop.

[0033] The remaining working principles of this embodiment are the same as those of Embodiment 1.

[0034] Example 3 This embodiment is a first embodiment of an in-vehicle central control screen integration system, such as... Figure 5 As shown, the device includes a central control screen 800 and a vehicle-mounted central control screen adjustment mechanism according to Embodiment 1 or Embodiment 2. The central control screen 800 is mounted on the screen bracket 200. The length of the central control screen 800 is 250mm-350mm, preferably 300mm. The width of the central control screen 800 is 110mm-160mm, preferably 130mm. The distance between the first universal joint 400 and the second universal joint 500 is 50mm-70mm, preferably 60mm. Maintaining a suitable distance between the two thrust points and the fulcrum keeps the stroke of the linear transmission component 330 within a suitable range and ensures the stability of the deflection.

[0035] In the specific implementation of the above embodiments, the technical features can be combined in any non-contradictory way. For the sake of brevity, not all possible combinations of the above technical features are described. However, as long as the combination of these technical features is not contradictory, it should be considered to be within the scope of this specification.

[0036] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating this utility model, and are not intended to limit the implementation of this utility model. Those skilled in the art can make various variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A vehicle-mounted central control screen adjustment mechanism, characterized in that, The device includes a support bracket (100), a screen bracket (200), and a drive assembly (300) connected to the support bracket (100). The drive assembly (300) includes two linear transmission members (330). The output ends of the two linear transmission members (330) are respectively connected to the screen bracket (200) through a first universal joint (400) and a second universal joint (500). The screen bracket (200) is connected to the support bracket (100) through a third universal joint (600). The third universal joint (600) is a cross-shaped universal joint. The first universal joint (400), the second universal joint (500), and the third universal joint (600) are arranged in a triangular pattern.

2. The vehicle-mounted central control screen adjustment mechanism according to claim 1, characterized in that, The third universal connector (600) includes a first hinge portion (610) connected to the support bracket (100) and a second hinge portion (620) hinged to the first hinge portion (610). The second hinge portion (620) is hinged to the screen bracket (200). The rotation axis of the first hinge portion (610) is perpendicular to the rotation axis of the second hinge portion (620). A damping material (630) is provided at the hinge point of the first hinge portion (610) and the second hinge portion (620). A damping material (630) is provided at the hinge point between the second hinge portion (620) and the screen bracket (200).

3. The vehicle-mounted central control screen adjustment mechanism according to claim 2, characterized in that, It also includes a locking member (700), to which the first hinge portion (610) is threadedly connected, and the locking member (700) is used to fix the first hinge portion (610) on the support bracket (100).

4. The vehicle-mounted central control screen adjustment mechanism according to claim 1, characterized in that, The first universal connector (400) and the second universal connector (500) are both located on the same horizontal plane. The first universal connector (400) and the second universal connector (500) are symmetrically distributed based on the vertical plane where the vertical center line of the third universal connector (600) is located.

5. The vehicle-mounted central control screen adjustment mechanism according to claim 4, characterized in that, The lines connecting the first universal connector (400), the second universal connector (500), and the third universal connector (600) form an equilateral triangle.

6. The vehicle-mounted central control screen adjustment mechanism according to claim 1, characterized in that, Both the first universal connector (400) and the second universal connector (500) are ball cage universal joints. The ball head of the ball cage universal joint is connected to the output end of the linear transmission component (330), and the ball socket of the ball cage universal joint is disposed on the screen bracket (200).

7. The vehicle-mounted central control screen adjustment mechanism according to claim 1, characterized in that, The drive assembly (300) further includes two drive members (310) connected to the support bracket (100) and two sets of gear assemblies (320), wherein the drive members (310) are connected to the linear transmission member (330) via the gear assemblies (320).

8. The vehicle-mounted central control screen adjustment mechanism according to claim 7, characterized in that, The linear transmission component (330) is a lead screw and nut mechanism.

9. A vehicle-mounted central control screen integrated system, characterized in that, It includes a central control screen (800) and a vehicle central control screen adjustment mechanism as described in any one of claims 1-8, wherein the central control screen (800) is mounted on the screen bracket (200).

10. The in-vehicle central control screen integration system according to claim 9, characterized in that, The length of the central control screen (800) is 250mm-350mm, the width of the central control screen (800) is 110mm-160mm, and the distance between the first universal connector (400) and the second universal connector (500) is 50mm-70mm.

Images